Narrative:

On runway 24/25 profile descent, fillmore transition to lax. Over baste told to expect visibility approach to runway 24R as south complex (preferred) was unavailable, instructed to depart smo heading 070 degree. Approaching smo told to cross said at or above 7000' to maintain 5000'. After crossing smo told to descend to 5000' by new controller (male as opposed to previous female controller) and to expect visibility approach to runway 25R. Passing 5000' told to continue descent to 3000' and given traffic, low, on base leg to 24 complex at 1-2 O'clock. I acknowledged two aircraft at 1-2 O'clock. Lax approach idented nearest traffic going to runway 24L, other traffic on final to runway 25L and asked if we could take a visibility to runway 25R from present position (just past hollywood park racetrack eastbound), responded in the affirmative although a little high. We were then instructed to turn right to 210 degree, 'cleared visibility approach to runway 25R, traffic at 1 O'clock on visibility to runway 25L, traffic at 3 O'clock on visibility to runway 24R, traffic at 7 O'clock to follow us to runway 25R.' contacted tower turning final. At this time, first officer was calling for gear and flaps as we were a little high and fast. Approach then called again to confirm identify of aircraft to 24R, 25L and following us to 25R. As I was dialing in tower frequency (dual head radio). I idented all three aircraft of concern individually, approach then confirmed proper identify of traffic and cleared for approach then confirmed proper identify of traffic and cleared for approach runway 25R. At this point first officer is calling for final flaps and before landing checklist. Adding to confusion I had my intercom reception volume button turned up and F/a in rear called F/a in front to confirm departure for through flight. I fumbled for volume knob, turned it down and resumed landing callouts for first officer. After landing I could not remember receiving landing clearance although we were on tower frequency. I called the tower an hour late, talked to supervisor who had just came on duty but said that he was not briefed on any problems of that nature, and was sure that he would have been if there had been a problem. Need a 3 man crew, third man to be a radio operator.

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Original NASA ASRS Text

Title: FORGOT TO CHANGE TO TWR FOR LNDG AT LAX.

Narrative: ON RWY 24/25 PROFILE DSNT, FILLMORE TRANSITION TO LAX. OVER BASTE TOLD TO EXPECT VIS APCH TO RWY 24R AS S COMPLEX (PREFERRED) WAS UNAVAILABLE, INSTRUCTED TO DEPART SMO HDG 070 DEG. APCHING SMO TOLD TO CROSS SAID AT OR ABOVE 7000' TO MAINTAIN 5000'. AFTER XING SMO TOLD TO DSND TO 5000' BY NEW CTLR (MALE AS OPPOSED TO PREVIOUS FEMALE CTLR) AND TO EXPECT VIS APCH TO RWY 25R. PASSING 5000' TOLD TO CONTINUE DSNT TO 3000' AND GIVEN TFC, LOW, ON BASE LEG TO 24 COMPLEX AT 1-2 O'CLOCK. I ACKNOWLEDGED TWO ACFT AT 1-2 O'CLOCK. LAX APCH IDENTED NEAREST TFC GOING TO RWY 24L, OTHER TFC ON FINAL TO RWY 25L AND ASKED IF WE COULD TAKE A VIS TO RWY 25R FROM PRESENT POS (JUST PAST HOLLYWOOD PARK RACETRACK EBND), RESPONDED IN THE AFFIRMATIVE ALTHOUGH A LITTLE HIGH. WE WERE THEN INSTRUCTED TO TURN R TO 210 DEG, 'CLRED VIS APCH TO RWY 25R, TFC AT 1 O'CLOCK ON VIS TO RWY 25L, TFC AT 3 O'CLOCK ON VIS TO RWY 24R, TFC AT 7 O'CLOCK TO FOLLOW US TO RWY 25R.' CONTACTED TWR TURNING FINAL. AT THIS TIME, F/O WAS CALLING FOR GEAR AND FLAPS AS WE WERE A LITTLE HIGH AND FAST. APCH THEN CALLED AGAIN TO CONFIRM IDENT OF ACFT TO 24R, 25L AND FOLLOWING US TO 25R. AS I WAS DIALING IN TWR FREQ (DUAL HEAD RADIO). I IDENTED ALL THREE ACFT OF CONCERN INDIVIDUALLY, APCH THEN CONFIRMED PROPER IDENT OF TFC AND CLRED FOR APCH THEN CONFIRMED PROPER IDENT OF TFC AND CLRED FOR APCH RWY 25R. AT THIS POINT F/O IS CALLING FOR FINAL FLAPS AND BEFORE LNDG CHKLIST. ADDING TO CONFUSION I HAD MY INTERCOM RECEPTION VOLUME BUTTON TURNED UP AND F/A IN REAR CALLED F/A IN FRONT TO CONFIRM DEP FOR THROUGH FLT. I FUMBLED FOR VOLUME KNOB, TURNED IT DOWN AND RESUMED LNDG CALLOUTS FOR F/O. AFTER LNDG I COULD NOT REMEMBER RECEIVING LNDG CLRNC ALTHOUGH WE WERE ON TWR FREQ. I CALLED THE TWR AN HR LATE, TALKED TO SUPVR WHO HAD JUST CAME ON DUTY BUT SAID THAT HE WAS NOT BRIEFED ON ANY PROBS OF THAT NATURE, AND WAS SURE THAT HE WOULD HAVE BEEN IF THERE HAD BEEN A PROB. NEED A 3 MAN CREW, THIRD MAN TO BE A RADIO OPERATOR.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.